Apr 022014
 

Autotech has released the Gen III version of the  All-American Wavetrac® helical-gear torque-biasing limited-slip unit for the 2003 and newer Dodge Viper SRT 10. The Wavetrac will fit Super 44-3 through 5ICA (2003 – 2014) differentials.

Dodge Viper SRT 10 Wavetrac

SRT 10 Wavetrac

The Gen III version Wavetrac® (48.309.168WK) for the 2003 and newer Dodge Viper SRT has been updated with more friction internally and an updated preload hub that offers more consistent load and increased adjustability.

The Wavetrac® for the Dodge Viper SRT offers the following benefits:

Wavetrac®: Designed from a clean sheet using state-of-the-art knowledge and engineering to be a better differential than any other. It uses a patented design to improve grip in low traction conditions.

Wavetrac®: Gives you quicker acceleration and faster cornering by driving both drive wheels instead of just one. And, it offers improved no-load performance when compared to other helical gear differentials on the market.

Viper_Wavetrac_48309168WK

• Innovative:
Patented Wavetrac® design automatically improves grip in low traction conditions. This feature is truly innovative and unlike any other torque biasing diff design.

• Superior Materials:
9310 steel gears run in case-hardened billet or forged steel bodies. ARP® fasteners used throughout.

• Maintenance Free:
As supplied new, the Wavetrac® differential will perform a lifetime of service without maintenance or rebuilds.

• Customizable:
If desired, you can alter the diff’s behavior to suit your needs using optional components.

• Includes new SRT output shafts.

• Limited LIFETIME Warranty:
All Wavetrac® differentials include a transferable, Limited Lifetime Warranty.

• American Engineered and Manufactured!

Call or Email UNITRAX for more information on the innovative Wavetrac® Helical Torque-biasing limited-slip differential.

Dec 182012
 

There have been several more Wavetrac® torque-biasing differentials released. The All-American torque-biasing differential with a difference is now available for the H226 Getrag differential found in 2009 and newer Dodge Challengers, the Getrag C5 and C6 Corvette differential, and the  C200 front differential found in the Jeep Grand Cherokee SRT 8.

The Wavetrac® Gives you quicker acceleration and faster cornering by driving both drive wheels instead of just one. And, it offers improved no-load performance when compared to the other helical gear differentials on the market.

Call UNITRAX for more information on the family of Wavetrac® differentials.

800.622.4327 | 714.630.4327

Oct 052012
 

The All-American Wavetrac® helical LSD for the Pontiac G8.

Wavetrac

G8 Wavetrac 57.309.140Wk

Wavetrac®: Gives you quicker acceleration and faster cornering by driving both drive wheels instead of just one. And, it offers improved no-load performance when compared to other helical gear differentials on the market.

2009 Pontiac G8 GXP

2009 Pontiac G8 GXP

UNITRAX offers on-vehicle and bench installation of all of our products.

Feb 152012
 

The innovative Wavetrac helical gear torque-biasing differential is now available for the 2011 BMW 335iS and 135i equipped with the seven-speed dual-clutch transmission.

Wavetrac for DCT Equipped BMW

 

The Wavetrac is 100% engineered and manufactured in the U.S.A.

• Innovative:
Patent pending Wavetrac® design automatically improves grip in low traction conditions. This feature is truly innovative and unlike any other torque biasing diff design.

• Superior Materials:
9310 steel gears run in case-hardened billet or forged steel bodies. ARP® fasteners used throughout.

• Maintenance Free:
As supplied new, the Wavetrac® differential will perform a lifetime of service without maintenance or rebuilds.

• Limited LIFETIME Warranty:
All Wavetrac® differentials include a transferable, Limited Lifetime Warranty.

The unit does require that your stock ring gear be laser cut from its existing case. Call or email UNITRAX for more information.

800.622.4327 • 714.630.4327 | info@gounitrax.com

Made In The U.S.A.

Jan 052012
 

The Dodge SRT 8 | Mercedes M215 Wavetrac® has proven to be one of the best posi’s ever manufactured. From drag racing to road racing, the Wavetrac has made every owner extremely happy. The M215 differential is found in the Charger, Magnum, Challenger and the 300c. Call UNITRAX at 800.622.4327 for details.

Autotech Driveline Wavetrac®: Designed from a clean sheet using state-of-the-art knowledge and engineering to be a better differential than any other. It uses a patent pending design to improve grip in low traction conditions.

02m_blk_325jpg1

Wavetrac®: Gives you quicker acceleration and faster cornering by driving both drive wheels instead of just one. And, it offers improved no-load performance when compared to other helical gear differentials on the market.

The Wavetrac® differs from other torque-biasing differntials. To best understand how the Wavetrac® is truly different from the other gear differentials on the market, you first have to understand the primary problem that the Wavetrac® solves.

The problem: Loss of drive during zero or near-zero axle-load conditions.

Zero axle-load is a condition that occurs during normal driving, but creates the most noticeable problems when driving in extreme conditions. Zero or near-zero axle-load is the condition that exists when there is ‘no-load’ applied through the drivetrain, when one drive wheel is nearly or completely lifted (often in aggressive cornering). It also occurs during the transition from engine driving a vehicle to engine braking and back, even with both drive wheels firmly on the ground.

Here’s how that loss of drive hurts you:

1) If you lift a wheel, all gear diffs except Wavetrac®, will NOT power the other wheel.

2) During the transition from accel to decel, all gear diffs except Wavetrac®, do nothing.

 

Why does this happen?

All gear LSDs (including Torsen®, Truetrac®, Quaife®, Peloquin, OBX, etc.) work in basically the same manner: they divide the drive torque between the two axles, applying drive to each side, up to the available grip of each tire. The amount of drive torque one wheel can get over the other is described as the bias ratio, a measure of the torque split across the axle.

Standard, open differentials have a bias ratio of 1:1. They can only apply as much drive torque as there is available traction at one wheel. When one wheel loses grip, the total available drive is lost as well (at a 1:1 ratio). All your power goes out the slipping wheel – along the path of least resistance.

Torque biasing differentials offer increased bias ratios over open differentials. For example, if a diff has a bias ratio of 2.5:1, then it can apply drive torque to the wheel with the most traction (gripping wheel) at 2.5 times the traction limit of the wheel with the least traction (slipping wheel). This is a significant improvement over an open diff… most of the time.

The problem is that when one tire has LITTLE or NO grip (zero axle-load), the other wheel gets ZERO DRIVE, because (basic math here): 2.5 x 0 = 0.

Lift a wheel (or substantially unload a wheel) and you get zero axle-load on that side – that means that during the time the wheel is unloaded, the typical diff will NOT power the wheel that’s still on the ground. No matter how high the bias ratio,you get no power to the ground.

During the transition from accel to decel, where you have near zero torque on the axle, even if the wheels are on the ground, the typical diff is unable to begin applying drive torque until AFTER the zero torque condition is over. While this condition is generally short-lived, the fact that most diffs can do nothing during that time means that there will be a delay once the zero torque condition stops – creating a reaction time in the driveline.

The Wavetrac®, however, is different:

WAVETRAC_center

The innovative, patent-pending, Wavetrac® device in the center of the diff responds during these exact conditions when zero or near-zero axle-load occurs. At or near zero axle-load, the axles (and therefore each side gear in the diff) start to turn at different speeds. This speed differential causes the Wavetrac® device to step into action:

Precisely engineered wave profiles are placed on one side gear and its mating preload hub. As the two side gears rotate relative to each other, each wave surface climbs the other, causing them to move apart.
Very quickly, this creates enough internal load within the Wavetrac® to
STOP the zero axle-load condition.

The zero axle-load condition is halted, and the drive torque is applied to the wheel on the ground (the gripping wheel)… keeping the power down.

Some gear differentials rely solely on preload springs to combat loss of drive. The drawback is that you can’t add enough preload to prevent loss of drive without creating tremendous handling and wear problems at the same time. So, to avoid these problems, the preload from ordinary spring packs must be reduced to a level that renders them ineffective at preventing loss of drive. The Wavetrac® is the only differential that can automatically add more load internally when it’s required.

In the case where both wheels are on the ground during zero axle load, such as during a transition to deceleration, the Wavetrac® device is able to prepare the drivetrain for when the zero torque condition stops, eliminating the delay seen with ordinary gear diffs.

wave_mitusjpg

What this means for you as a driver is that power is delivered to the gripping wheels for more time and in a more constant manner – making you faster and improving stability.

The Wavetrac® truly is different – and its innovative features can make a real difference in your car’s performance.

All Wavetrac® differentials include a transferable, Limited Lifetime Warranty.

Wavetrac® differentials are currently available for Ford, BMW, Volkswagen, Honda and Mitsubishi.

Call UNITRAX for more information at 800.622.4327.

 

Dec 132011
 

The state-of-the-art Wavetrac® torque-biasing differential (56.309.181WK) is now available for the Ford 8.8″ 31 spline c-clip differential. The American designed and manufactured Wavetrac® gives you quicker acceleration and faster cornering by driving both drive wheels instead of just one. And, it offers improved no-load performance when compared to other helical gear differentials on the market.

• Innovation
Patent pending Wavetrac®  design automatically improves grip in low traction conditions. This feature is truly innovative and unlike any other torque biasing differential design.

• Superior Materials
9310 steel gears run in case-hardened billet or forged steel bodies. ARP® fasteners are used throughout.

• Maintenance Free
As supplied new, the Wavetrac®  differential will perform a lifetime of service without maintenance or rebuilding.

• Limited LIFETIME Warranty
All Wavetrac®  differentials include a transferable, Limited Lifetime Warranty.

The Wavetrac®  is 100% designed and manufactured in the U.S.A.

Call UNITRAX at 800.622.4327 to order your Wavetrac®  or schedule an installation.

Jun 082011
 
Autotech has released another model of the Wavetrac. Owners of the Crossfire SRT 6 and Mercedes-Benx SLK 32 can now upgrade their differential with the American made Wavetrac®. 

• Innovative:
Patent pending Wavetrac® design automatically improves grip in low traction conditions. This feature is truly innovative and unlike any other torque biasing diff design.

• Superior Materials:
9310 steel gears run in case-hardened billet steel bodies. ARP® fasteners used throughout.

• Maintenance Free:
As supplied new, the Wavetrac® differential will perform a lifetime of service without maintenance or rebuilds.

• Customizable:
If desired, you can alter the diff’s behavior to suit your needs using optional components.

• Limited LIFETIME Warranty:
All Wavetrac® differentials include a transferable, Limited Lifetime Warranty.

To best understand how the Wavetrac® is truly different from the other gear differentials on the market, you first have to understand the primary problem that the Wavetrac® solves.

The problem: Loss of drive during zero or near-zero axle-load conditions.

Zero axle-load is a condition that occurs during normal driving, but creates the most noticeable problems when driving in extreme conditions. Zero or near-zero axle-load is the condition that exists when there is ‘no-load’ applied through the drivetrain, when one drive wheel is nearly or completely lifted (often in aggressive cornering). It also occurs during the transition from engine driving a vehicle to engine braking and back, even with both drive wheels firmly on the ground.

Here’s how that loss of drive hurts you:

1) If you lift a wheel, all gear diffs except Wavetrac®, will NOT power the other wheel.

2) During the transition from accel to decel, all gear diffs except Wavetrac®, do nothing.

Why does this happen?

All gear LSDs (including Torsen®, Truetrac®, Quaife®, Peloquin, OBX, etc.) work in basically the same manner: they divide the drive torque between the two axles, applying drive to each side, up to the available grip of each tire. The amount of drive torque one wheel can get over the other is described as the bias ratio, a measure of the torque split across the axle.

Standard, open differentials have a bias ratio of 1:1. They can only apply as much drive torque as there is available traction at one wheel. When one wheel loses grip, the total available drive is lost as well (at a 1:1 ratio). All your power goes out the slipping wheel – along the path of least resistance.

Torque biasing differentials offer increased bias ratios over open differentials. For example, if a diff has a bias ratio of 2.5:1, then it can apply drive torque to the wheel with the most traction (gripping wheel) at 2.5 times the traction limit of the wheel with the least traction (slipping wheel). This is a significant improvement over an open diff… most of the time.

The problem is that when one tire has LITTLE or NO grip (zero axle-load), the other wheel gets ZERO DRIVE, because (basic math here): 2.5 x 0 = 0.

Lift a wheel (or substantially unload a wheel) and you get zero axle-load on that side – that means that during the time the wheel is unloaded, the typical diff will NOT power the wheel that’s still on the ground. No matter how high the bias ratio, you get no power to the ground.

During the transition from accel to decel, where you have near zero torque on the axle, even if the wheels are on the ground, the typical diff is unable to begin applying drive torque until AFTER the zero torque condition is over. While this condition is generally short-lived, the fact that most diffs can do nothing during that time means that there will be a delay once the zero torque condition stops – creating a reaction time in the driveline.

The Wavetrac®, however, is different:

 

WAVETRAC_center

The innovative, patent-pending, Wavetrac® device in the center of the diff responds during these exact conditions when zero or near-zero axle-load occurs. At or near zero axle-load, the axles (and therefore each side gear in the diff) start to turn at different speeds.
This speed differential causes the Wavetrac® device to step into action:

 

 

Precisely engineered wave profiles are placed on one side gear and its mating preload hub. As the two side gears rotate relative to each other, each wave surface climbs the other, causing them to move apart.
Very quickly, this creates enough internal load within the Wavetrac® to STOP the zero axle-load condition.

The zero axle-load condition is halted, and the drive torque is applied to the wheel on the ground (the gripping wheel)… keeping the power down.

Some gear differentials rely solely on preload springs to combat loss of drive. The drawback is that you can’t add enough preload to prevent loss of drive without creating tremendous handling and wear problems at the same time. So, to avoid these problems, the preload from ordinary spring packs must be reduced to a level that renders them ineffective at preventing loss of drive. The Wavetrac® is the only differential that can automatically add more load internally when it’s required.

In the case where both wheels are on the ground during zero axle load, such as during a transition to deceleration, the Wavetrac® device is able to prepare the drivetrain for when the zero torque condition stops, eliminating the delay seen with ordinary gear diffs.

What this means for you as a driver is that power is delivered to the gripping wheels for more time and in a more constant manner – making you faster and improving stability.

The Wavetrac® truly is different – and its innovative features can make a real difference in your car’s performance.

Here’s something else you won’t find in any other design:

 

 

The Wavetrac® diff’s behavior can be altered in the field to suit your needs. It comes standard with carbon-fiber bias plates for the best all around performance and lifetime durability. Changeable plates using materials with different friction coefficients to fine-tune the bias ratio are sold separately.

These bias plates provide a mechanism to tune the response of the differential as a function of applied torque load. The applied torque load manifests itself as an axial load from the differential pinions into the housing. This axial force is then considered a normal force into the bias plate, and as a function of the effective coefficient of friction, provide a resistive torque to the rotational motion of the differential pinions. The resistive torque will add to the resistance of relative rotation of all components within the differential. The resistive force, however, is non-uniform since it is a function of the axial load from the differential pinions. The unbalance of the resistive torque will manifest as non-uniform energy absorption within the differential causing a bias ratio.

Here are more features that make Wavetrac® even better:

The new Wavetrac® Differential brings current gear technology to the market.

Internally, its gear tooth forms are optimized for strength and improved oil film retention over competitive designs.

Our gear package is smaller, reducing overall mass, yet is more durable since particular attention was paid to the tooth strength – optimized for high torque conditions.

Attention was also paid to the side gear/axle interface, putting as much material thickness as possible in this critical area – most important when power levels get high.

Each Wavetrac® Differential is crafted from the highest quality materials available.

The internal gears are made from high strength 9310 alloy steel.

The diff bodies are machined from case-hardened steel billet.

To complete the package, every Wavetrac® differential is built exclusively using high quality, high strength fasteners from ARP®, the world leader in fastener technology.

Call UNITRAX at 800.622.4327 to order the Wavetrac® for your Crossfire SRT 6 or Mercedes-Benz SLK 32.

May 222011
 

Autotech Driveline has released their exemplary Wavetrac® for the Dana Super 44 found in the Jeep Grand Cherokee SRT8. The  Wavetrac® was designed and engineered to be the state-of-the-art differential. It uses a patent pending design to improve grip in low traction conditions.

Wavetrac®: Gives you quicker acceleration and faster cornering by driving both drive wheels instead of just one. And, it offers improved no-load performance when compared to other helical gear differentials on the market.

The Wavetrac® differs from other torque-biasing differntials. To best understand how the Wavetrac® is truly different from the other gear differentials on the market, you first have to understand the primary problem that the Wavetrac® solves.

The problem: Loss of drive during zero or near-zero axle-load conditions.

Zero axle-load is a condition that occurs during normal driving, but creates the most noticeable problems when driving in extreme conditions. Zero or near-zero axle-load is the condition that exists when there is ‘no-load’ applied through the drivetrain, when one drive wheel is nearly or completely lifted (often in aggressive cornering). It also occurs during the transition from engine driving a vehicle to engine braking and back, even with both drive wheels firmly on the ground.

Here’s how that loss of drive hurts you:

1) If you lift a wheel, with all helical-gear differentials except the Wavetrac®, will NOT power the other wheel.

2) During the transition from acceleration to deceleration, all helical-gear diffs except Wavetrac®, do nothing.

Why does this happen?

All gear LSDs (including Torsen®, Truetrac®, Quaife®, Peloquin, OBX, etc.) work in basically the same manner: they divide the drive torque between the two axles, applying drive to each side, up to the available grip of each tire. The amount of drive torque one wheel can get over the other is described as the bias ratio, a measure of the torque split across the axle.

Standard, open differentials have a bias ratio of 1:1. They can only apply as much drive torque as there is available traction at one wheel. When one wheel loses grip, the total available drive is lost as well (at a 1:1 ratio). All your power goes out the slipping wheel – along the path of least resistance.

Torque biasing differentials offer increased bias ratios over open differentials. For example, if a diff has a bias ratio of 2.5:1, then it can apply drive torque to the wheel with the most traction (gripping wheel) at 2.5 times the traction limit of the wheel with the least traction (slipping wheel). This is a significant improvement over an open diff… most of the time.

The problem is that when one tire has LITTLE or NO grip (zero axle-load), the other wheel gets ZERO DRIVE, because (basic math here): 2.5 x 0 = 0.

Lift a wheel (or substantially unload a wheel) and you get zero axle-load on that side – that means that during the time the wheel is unloaded, the typical diff will NOT power the wheel that’s still on the ground. No matter how high the bias ratio,you get no power to the ground.

During the transition from acceleration to deceleration, where you have near zero torque on the axle, even if the wheels are on the ground, the typical diff is unable to begin applying drive torque until AFTER the zero torque condition is over. While this condition is generally short-lived, the fact that most diffs can do nothing during that time means that there will be a delay once the zero torque condition stops – creating a reaction time in the driveline.

The Wavetrac®, however, is different:



 

 

 

The innovative, patent-pending, Wavetrac® device in the center of the diff responds during these exact conditions when zero or near-zero axle-load occurs. At or near zero axle-load, the axles (and therefore each side gear in the diff) start to turn at different speeds. This speed differential causes the Wavetrac® device to step into action:



 

 

 

 

Precisely engineered wave profiles are placed on one side gear and its mating preload hub. As the two side gears rotate relative to each other, each wave surface climbs the other, causing them to move apart very quickly, this creates enough internal load within the Wavetrac® to STOP the zero axle-load condition. The zero axle-load condition is halted, and the drive torque is applied to the wheel on the ground (the gripping wheel)… keeping the power down.

Some gear differentials rely solely on preload springs to combat loss  of drive. The drawback is that you can’t add enough preload to prevent loss of drive without creating tremendous handling and wear problems at the same time. So, to avoid these problems, the preload from ordinary spring packs must be reduced to a level that renders them ineffective at preventing loss of drive. The Wavetrac® is the only differential that can automatically add more load internally when it’s required.

In the case where both wheels are on the ground during zero axle load, such as during a transition to deceleration, the Wavetrac® device is able to prepare the drivetrain for when the zero torque condition stops, eliminating the delay seen with ordinary gear diffs.

What this means for you as a driver is that power is delivered to the gripping wheels for more time and in a more constant manner – making you faster and improving stability.

The Wavetrac® is truly different – and its innovative features can make a real difference in your Grand Cherokee SRT8’s performance.


All Wavetrac® differentials include a transferable, Limited Lifetime Warranty.

Call UNITRAX today at 800.622.4327 to order or have a Wavetrac® installed today.

Sep 242009
 

The BMW Wavetrac® is designed for the 335i, 540i, E39, and Z8 cars. Special machining is required for this application. Contact UNITRAX for specific details.

Wavetrac BMW  007

The M215 Wavetrac® is designed specifically for the Mercedes E55 AMG, and Chrysler’s 6.1L Hemi SRT Dodge Challenger, Dodge Magnum, Dodge Charger and Chryser 300. The unit has been engineered to allow for better lubrication in the side gear area.

Wavetrac M215  011

Wavetrac®: Designed from a clean sheet using state-of-the-art knowledge and engineering to be a better differential than any other. It uses a patent pending design to improve grip in low traction conditions.

Wavetrac®: Gives you quicker acceleration and faster cornering by driving both drive wheels instead of just one. And, it offers improved no-load performance when compared to other helical gear differentials on the market.

• Innovative: Patent pending Wavetrac® design automatically improves grip in low traction conditions. This feature is truly innovative and unlike any other torque biasing diff design.

• Superior Materials: 9310 steel gears run in case-hardened billet steel bodies. ARP® fasteners used throughout.

• Maintenance Free: As supplied new, the Wavetrac® differential will perform a lifetime of service without maintenance or rebuilds.

• Customizable: If desired, you can alter the diff’s behavior to suit your needs using optional components.

• Limited LIFETIME Warranty: All Wavetrac® differentials include a transferable, Limited Lifetime Warranty.

To best understand how the Wavetrac® is truly different from the other gear differentials on the market, you first have to understand the primary problem that the Wavetrac® solves.

The problem: Loss of drive during zero or near-zero axle-load conditions.

Zero axle-load is a condition that occurs during normal driving, but creates the most noticeable problems when driving in extreme conditions. Zero or near-zero axle-load is the condition that exists when there is ‘no-load’ applied through the drivetrain, when one drive wheel is nearly or completely lifted (often in aggressive cornering). It also occurs during the transition from engine driving a vehicle to engine braking and back, even with both drive wheels firmly on the ground.

Here’s how that loss of drive hurts you:

1) If you lift a wheel, all gear diffs except Wavetrac®, will NOT power the other wheel.

2) During the transition from accel to decel, all gear diffs except Wavetrac®, do nothing.

Why does this happen?

All gear LSDs (including Torsen®, Truetrac®, Quaife®, Peloquin, OBX, etc.) work in basically the same manner: they divide the drive torque between the two axles, applying drive to each side, up to the available grip of each tire. The amount of drive torque one wheel can get over the other is described as the bias ratio, a measure of the torque split across the axle.

Standard, open differentials have a bias ratio of 1:1. They can only apply as much drive torque as there is available traction at one wheel. When one wheel loses grip, the total available drive is lost as well (at a 1:1 ratio). All your power goes out the slipping wheel – along the path of least resistance.

Torque biasing differentials offer increased bias ratios over open differentials. For example, if a diff has a bias ratio of 2.5:1, then it can apply drive torque to the wheel with the most traction (gripping wheel) at 2.5 times the traction limit of the wheel with the least traction (slipping wheel). This is a significant improvement over an open diff… most of the time.

The problem is that when one tire has LITTLE or NO grip (zero axle-load), the other wheel gets ZERO DRIVE, because (basic math here): 2.5 x 0 = 0.

Lift a wheel (or substantially unload a wheel) and you get zero axle-load on that side – that means that during the time the wheel is unloaded, the typical diff will NOT power the wheel that’s still on the ground. No matter how high the bias ratio, you get no power to the ground.

During the transition from accel to decel, where you have near zero torque on the axle, even if the wheels are on the ground, the typical diff is unable to begin applying drive torque until AFTER the zero torque condition is over. While this condition is generally short-lived, the fact that all gear diffs except Wavetrac® can do nothing during that time means that there will be a delay once the zero torque condition stops – creating a reaction time in the driveline.

The Wavetrac®, however, is different:

WAVETRAC_center

The innovative, patent-pending, Wavetrac® device in the center of the diff responds during these exact conditions when zero or near-zero axle-load occurs. At or near zero axle-load, the axles (and therefore each side gear in the diff) start to turn at different speeds.
This speed differential causes the Wavetrac® device to step into action:

Precisely engineered wave profiles are placed on one side gear and its mating preload hub. As the two side gears rotate relative to each other, each wave surface climbs the other, causing them to move apart.
Very quickly, this creates enough internal load within the Wavetrac® to
STOP the zero axle-load condition.

The zero axle-load condition is halted, and the drive torque is applied to the wheel on the ground (the gripping wheel)… keeping the power down.

Some gear differentials rely solely on preload springs to combat loss of drive. The drawback is that you can’t add enough preload to prevent loss of drive without creating tremendous handling and wear problems at the same time. So, to avoid these problems, the preload from ordinary spring packs must be reduced to a level that renders them ineffective at preventing loss of drive. The Wavetrac® is the only differential that can automatically add more load internally when it’s required.

In the case where both wheels are on the ground during zero axle load, such as during a transition to deceleration, the Wavetrac® device is able to prepare the drivetrain for when the zero torque condition stops, eliminating the delay seen with ordinary gear diffs.

What this means for you as a driver is that power is delivered to the gripping wheels for more time and in a more constant manner – making you faster and improving stability.

The Wavetrac® truly is different – and its innovative features can make a real difference in your car’s performance.

Here’s something else you won’t find in any other design:

The Wavetrac® diff’s behavior can be altered in the field to suit your needs. It comes standard with carbon-fiber bias plates for the best all around performance and lifetime durability. Changeable plates using materials with different friction coefficients to fine-tune the bias ratio are sold separately.

These bias plates provide a mechanism to tune the response of the differential as a function of applied torque load. The applied torque load manifests itself as an axial load from the differential pinions into the housing. This axial force is then considered a normal force into the bias plate, and as a function of the effective coefficient of friction, provide a resistive torque to the rotational motion of the differential pinions. The resistive torque will add to the resistance of relative rotation of all components within the differential. The resistive force, however, is non-uniform since it is a function of the axial load from the differential pinions. The unbalance of the resistive torque will manifest as non-uniform energy absorption within the differential causing a bias ratio.

Here are more features that make Wavetrac® even better:

The new Wavetrac® Differential brings current gear technology to the market.

Internally, its gear tooth forms are optimized for strength and improved oil film retention over competitive designs.

Our gear package is smaller, reducing overall mass, yet is more durable since particular attention was paid to the tooth strength – optimized for high torque conditions.

Attention was also paid to the side gear/axle interface, putting as much material thickness as possible in this critical area – most important when power levels get high.

Each Wavetrac® Differential is crafted from the highest quality materials available.

The internal gears are made from high strength 9310 alloy steel.

The diff bodies are machined from case-hardened steel billet.

To complete the package, every Wavetrac® differential is built exclusively using high quality, high strength fasteners from ARP®, the world leader in fastener technology.